DIVERSION STUDY

A June 2020 study, commissioned by the Coalition Against Bigger Trucks, shows major diversion of freight traffic from rail to truck if longer and heavier trucks are allowed by Congress.

This study shows some “. . . scenarios will reduce intermodal traffic by 20-25 percent and railroad carload traffic by as much as 20 percent. More disruptive scenarios could reduce both intermodal and certain carload traffic by nearly 60%.”

Click here to read the full study.

Articles

Bigger Trucks would Divert Huge Amount of Cargo onto Highways from Railroads

CABT Report: Bigger Trucks a Bad Idea

Study Shows Major Diversion of Freight from Rail to Roads if Bigger Trucks Allowed


BIGGER TRUCKS HURT RAIL, UNDERMINE SAFETY,  DAMAGE ENVIRONMENT AND INFRASTRUCTURE

Bigger trucks are dangerous for the nation’s motorists and will seriously damage the country’s already crumbling highway infrastructure. But they have other stark ramifications:

  • They will result in major economic losses for rail, an industry on which America depends.
  • They will hurt the environment by diverting goods from environmentally friendly freight rail onto bigger trucks that emit far more emissions.


Freight Rail Helps Carry Our Nation’s Economy

The rail industry underpins the U.S. economy, carrying freight that keeps America’s manufacturers, construction companies and farmers in business. Rail supports everyday consumers and global commerce, alike. The industry  serves America with jobs, economic output and tax revenues. A recent study showed that in 2017 alone, Class I railroad operations and capital investment supported over 1.1 million jobs, $219.5 billion in economic output, and $71.3 billion in wages, while also creating nearly $26 billion in total tax revenues.


Freight Rail is Eco-Friendly

The American rail industry is a model of sustainability. U.S. Environmental Protection Agency data shows that freight railroads account for only 0.6 percent of total U.S. greenhouse gas emissions and only 2.0 percent of the transportation-related sources, while accounting for well over one third of intercity freight ton-miles.

To put this into perspective, U.S. freight railroads, on average, move one ton of freight more than 470 miles on just one gallon of fuel. But with larger trucks on the road and with rail cargo diverted to highways, that huge environmental benefit would be seriously undermined.


Rail industry joins CABT in letter to Congress

CABT and the rail industry oppose initiatives to increase the size or weight of trucks based on public safety concerns and infrastructure costs to the American taxpayer. The Association of American Railroads (AAR), the American Short Line and Regional Railroad Association (ASLRRA) and the rail supply industry joined CABT in a letter urging a key Senate committee to oppose any legislation that, “. . . would increase maximum truck size or weight limits on federal highways.”


Studies Find that Bigger Trucks Mean More Trucks

If bigger trucks are allowed on highways, then more trucks would follow as would increased damage to infrastructure, the environment and public safety.

A June 2020 study on heavier and longer trucks found, using actual truck and rail pricing and demand data that:

  • Double 33s at 80,000 pounds would divert nearly 20 percent of intermodal traffic from rail to truck
  • A 91,000 pound truck would divert over 40 percent of carload traffic from rail
  • A 97,000 pound truck would divert 33 percent of carload traffic from rail
  • A 120,000 pound double 33 truck would diverting over 58 percent of intermodal traffic and nearly 58 percent of carload traffic, leading to catastrophic results for the rail industry
  • Click here to see the entire study

A 2015 study of longer double-trailer trucks found that:

  • Both trucking companies and independent logistic experts acknowledged that, because bigger trucks increase capacity without significantly increasing fuel and driver costs, the economics would favor switching from railroads.
  • Since longer trucks are incompatible with existing railroad intermodal equipment, many intermodal shipments would be diverted to all-highway routings.
  • Longer trucks would result in more trucks on the road because lower costs would likely spur users to extend their market reach and ship more volume.
  • Diverting freight from rail-truck intermodal carriage to all-truck highway routings will lead to, “ … pronounced safety and environmental impacts (200 additional annual fatalities) and similarly striking pavement and bridge costs ($5.5 billion – $10.5 billion, annually).”

A separate 2010 study of heavier trucks projected that increases in truck weights can be expected to have a large impact on rail traffic:

  • Diversions of 10 percent to 15 percent of non-intermodal rail traffic are possible if weight limits are increased from 80,000 to 90,000 pounds.
  • Diversions of 15 percent to 20 percent would be possible if weight limits were increased to 97,000 pounds.
  • Under the most aggressive scenarios for increasing truck weights, most general merchandise traffic would be subject to diversion.
  • While trains and multi-car shipments will continue to be the most effective means of transport for bulk commodities, the largest trucks will provide very effective competition against rail moves that involve very circuitous routes or very short trains, even for distances in excess of 200 miles.
  • See additional studies here.